Wrap-around airbag device

ABSTRACT

An airbag device for a vehicle including at least one airbag housing interface chamber that attaches to an airbag housing; at least one airbag cushion chamber downstream of the at least one interface chamber; an elbow that fluidly connects the housing interface chamber with the cushion chamber and configured so that it controllably regulates gas flow into the at least one airbag cushion chamber; the elbow having an internal configuration, which includes at least one opening that permits back and forth gas flow between the elbow and the at least one airbag cushion chamber, and which controls the directional deployment of the airbag cushion chamber so that upon deployment the downstream end of the cushion chamber exits an airbag housing outwardly in a first direction and then in at least one second direction, so that the direction of deployment of the cushion chamber changes in direction to thereby wrap at least partially around a structure of a vehicle of the vehicle and at least temporarily interpose the cushion chamber between any occupant and the vehicle structure.

CLAIM OF BENEFIT OF FILING DATE

The present application claims the benefit of the filing date of U.S.Provisional Application No. 61/259,864, filed Nov. 10, 2009, thecontents of which are hereby expressly incorporated by reference.

FIELD OF THE INVENTION

The present invention relates generally to a wrap-around airbag device,and more particularly to a knee protecting airbag device, which ismounted so that an airbag inflates initially in a first direction, suchas a downward facing direction, and then in a second direction so thatit wraps upwardly and around an instrument panel.

BACKGROUND OF THE INVENTION

There have been considerable advancements in the airbag art in recentyears. One field that has received attention is the protection ofoccupant legs by the use of knee airbags. One approach to the use ofsuch airbags has been to house them in an instrument panel assembly, ingenerally opposing facing relationship with the legs of an occupant.Examples of such configurations are illustrated in U.S. Pat. Nos.6,715,789 and 7,434,837, incorporated by reference.

Recent developments in automotive vehicle design have created the needto re-locate knee airbag housings from a location generally contiguouswith a occupant facing surface of an instrument panel to a location atthe bottom of the instrument panel. For example, one desired approach isto design a vehicle cabin so that any knee airbag housing is locatedbeneath the instrument panel, or so that the housing (which may thusavoid the need for a decorative cover) has a downward facing openingthrough which the airbag inflates.

Due to the large forces to which airbags are subjected during inflationthere is a tendency, regardless of their structural configuration, forsuch airbags to inflate directly outward. For instance, duringinflation, it is possible that substantially the entire volume of theairbag will be subjected simultaneously to substantially the sameinternal gas pressure.

Efforts to directionally control inflation have been unsuccessful in theabsence of complicated structural arrangements. For example, in order tomeet the need for wrapping upwardly and around the instrument panel,efforts have been made to incorporate a control element that connectsthe airbag to the airbag housing (such as by a rod fastening element),such as shown in Published U.S. Patent Application No. 2007/0246920,incorporated by reference. Another approach has been to include astructural blocking member opposite the airbag housing, against whichthe airbag contacts and deflects during inflation, which thusdirectionally guides the airbag as it inflates. For example, PublishedU.S. Patent Application No. 2007/0246920, incorporated by reference,illustrates the use of guidance hardware in the form of a horizontalhousing bottom that subjects the bag to an “upwardly directed impulse”.Such approaches require the presence of additional components thatpotentially add weight to a vehicle, add assembly steps, or both, thusaffecting cost or attractiveness of the devices for variousapplications. Another illustration of an approach to airbag deploymentis shown in DE 19946477A1, incorporated by reference.

It would be beneficial to have an improved wrap-around airbag device.For example, it would be beneficial to have an airbag device such as aknee airbag device, that could inflate through a downward facingopening. It would be especially beneficial if such an improved kneeairbag device could wrap upwardly and around an instrument panel. Italso would be especially beneficial if such an improved knee airbagdevice could avoid the need for guidance hardware or other structuralarrangement located external of the bag for directionally controllinginflation.

SUMMARY OF THE INVENTION

The present invention meets some or all of the above needs by providingan airbag device for a vehicle including at least one airbag housinginterface chamber that attaches to an airbag housing; at least oneairbag cushion chamber (e.g., a leg cushion chamber) downstream of theat least one interface chamber; an elbow that fluidly connects thehousing interface chamber with the cushion chamber and configuredinternally (e.g., by use of a fabric panel structure) so that itcontrollably regulates gas flow into the at least one airbag cushionchamber; the elbow having an internal configuration, which includes atleast one opening that permits back and forth gas flow between the elbowand the at least one airbag leg cushion chamber, and which controls thedirectional deployment of the airbag cushion chamber so that upondeployment the downstream end of the cushion chamber exits an airbaghousing outwardly in a first direction (e.g., generally downward along afirst axis that is below horizontal) and then in at least one seconddirection (e.g., generally along a second axis that is orienteddifferent from the first axis, which may include a lateral directionalcomponent), so that the direction of deployment of the cushion chamberchanges (e.g., in an upwardly direction) to thereby wrap at leastpartially around a component of a vehicle (e.g., an instrument panel) ofthe vehicle and at least temporarily interpose the cushion chamberbetween any occupant and the vehicle component (e.g., between a leg ofany occupant and the instrument panel).

Because the airbag devices herein advantageously employ an internalpanel structure for suitably regulating gas pressure within an airbag,while the bag is being deployed, it is possible that external guidancedevices may be avoided for helping to achieve a wrap around. It is alsopossible to avoid the need for valve mechanisms for controlling gasflow. In this manner, it is now possible to mount airbag devices ofrelatively simple complexity in vehicle locations previously impracticaldue to inflation needs.

DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side sectional view of a device in accordance with thepresent teachings, illustrating an airbag in an inflated state.

FIG. 2 is an enlarged view of the section circled in FIG. 1.

FIG. 3 a is an elevation view of a device in accordance with the presentteachings.

FIG. 3 b is a side sectional view of the device of FIG. 3 a.

FIG. 3 c is an opposing elevation view of the device of FIG. 3 a.

FIG. 4 is an elevation view of an illustrative tether panel.

FIGS. 5 a-c are side sectional views to illustrate schematically anexample of the inflation direction and sequence in accordance with thepresent teachings.

DETAILED DESCRIPTION

In general, the teachings herein pertain to an airbag device for avehicle. The airbag device may include one or more airbags. The airbagdevice may include a housing structure (which in turn may haveassociated mounting hardware). The housing structure may be configuredwith a generally outwardly (e.g., downwardly) facing opening (e.g., anopening that may be covered by at least one pivotally attached door, orsome other panel) through which a cushion chamber (e.g., a leg cushionchamber) of airbag initially exits the housing after it is deployed. Theairbag device may have a suitable inflator. For example, it may includea container that liberates a gas into the one or more airbags upon beingactuated in response to a sensed condition, such as a vehicle impact.

The housing structure may be attached so that it is generally beneath orotherwise adjacent a structure around which the airbag is intended towrap. For example, it may be located on or adjoining a bottom (e.g., abottom edge) of an instrument panel. Thus, the lowermost portion of thehousing structure may be vertically above or at substantially the sameheight as the instrument panel bottom or bottom edge. The housingstructure may be oriented so that it faces downward. The housing may bea relatively rigid structure having a predetermined configuration. Itmay be a relatively flexible structure (e.g., a fabric housing may beused).

FIG. 1 illustrates an example of an airbag device 10, including ahousing 12 with an associated inflator 14 (depicted in the housing,though it may at least partially external of the housing). The housing12 is located adjacent an instrument panel 16, and is depicted in FIG. 1as being aligned generally with a bottom edge 18 of the instrumentpanel.

The airbags of the airbag device may include multiple chambers (whichthemselves may include sub-chambers) that are connected to each other,and which may be partitioned relative to each other. The airbag chambersmay be in fluid communication with each other and with the inflator. Oneor more of the chambers may have openings through which gas may exit theairbag during a deployment event, after such an event, or both.

The airbag device may be configured to include at least one airbag thathas at least one airbag housing interface chamber that attaches to theairbag housing structure. At least one airbag cushion chamber may belocated downstream of the at least one interface chamber. An elbowfluidly connects the housing interface chamber with the cushion chamber.The elbow desirably is configured so that it can controllably regulategas flow into the at least one airbag cushion chamber. It may have aninternal structure that is free of a valve mechanism, but still has aconfiguration (e.g., by use of a fabric panel structure) that controlsgas flow. With reference to FIG. 1, an illustrative airbag 20 is shown.It includes a housing interface chamber 22, at least one cushion chamber24 (shown in FIG. 1 as having two sub-chambers 24 a and 24 b). An elbow26 fluidly connects the housing interface chamber 22 with the at leastone cushion chamber 24, depicted as a leg cushion chamber.

For instance, the elbow may have an internal configuration that controlsthe directional deployment of the airbag cushion chamber so that upondeployment the downstream end of the cushion chamber exits an airbaghousing outwardly in a first direction (such as in a first downwarddirection (e.g., generally along a first axis that is below horizontal,or possibly even at an angle greater than about 60°, 70°, 80° or even90° below horizontal)) and then in at least one second direction (e.g.,generally along a second axis that is oriented different from the firstaxis, which may include a lateral directional component), so that thedirection of deployment of the cushion chamber changes in direction(e.g., in an upwardly direction) to thereby wrap at least partiallyaround a structure (e.g., an instrument panel) of the vehicle and atleast temporarily interpose the cushion chamber between an occupant andthe structure of a vehicle (e.g., between a leg of any occupant and theinstrument panel).

During deployment the elbow may provide a relatively rigid internaldeflection surface, which may be generally concave, that re-directs gasflow in at least one second direction. Thus, the elbow may have at leastone first wall and at least one opposing second wall. The walls may beconnectingly bounded by one or more tethers, which in turn may have oneor more openings or other passageways for allowing gas flow through orpast the tethers.

More particularly, for managing the spatial distance between opposingpanels, during inflation, an airbag may have its panels connectedtogether by one or more tethers. At least two generally opposing panelsmay be connected together with at least one tether to define the elbow,the tether also separating the at least one cushion chambet (e.g., legcushion chamber) from the elbow. The at least two generally opposingpanels may be connected together with at least one tether to integrallydefine the elbow. It is also possible that the elbow may be separatelyfabricated and joined with either or both of the cushion chamber (e.g.,leg cushion chamber) or the housing interface chamber.

The tethers may be generally flat. The tethers may be straps. Thetethers may be elongated panels. The tethers may be cords. The tethersmay be a woven structure. For example, a tether may be a generallyelongated and flat tether panel (e.g., a fabric) having a first end anda second end. The tethers may be configured for restricting the passageof gas across it, such as by use of one or more openings, and which maybe free of any valve mechanism (e.g., the tethers are free of any oneway valve mechanism or check valve mechanism). The tethers thus may besuch that two way gas flow across or through the tethers is possible.Thus, the tethers may include at least one opening through which gas isfree to flow unrestricted into or out of adjoining chambers.

To form an elbow it is possible to employ an upstream tether and adownstream tether, with at least one elbow panel between them. Forexample, an upstream and a downstream generally elongated and flattether panel (each having a first end and a second end) may connect withan elbow panel that defines an occupant facing wall. The elbow panel maybe connected to the upstream tether panel at the second end of theupstream tether panel and at an upstream elbow panel end. The elbowpanel may be connected to the downstream tether panel at the second endof the downstream tether panel and at the downstream elbow panel end.

By way of illustration, FIG. 2 depicts a first wall 28, a second wall30, and a pair of tethers 32 (with first end 32 a and second end 32 b).Each of the tethers 32 has at least one opening 34, respectively (seealso, FIGS. 5 a-c). As seen in FIGS. 1 and 2, the second wall 30 is anelbow panel having an exterior surface that defines an occupant facingwall. The interior of the elbow may be generally concave when inflated.

Airbags of the devices herein may be made by opposing panels that aresuitably connected to each other. Suitable cloth or membrane may bestitched or otherwise joined together substantially about theirperipheries. The material of the airbags may be the same as or differentfrom that of the tethers. Thus, the airbags herein may include at leasttwo generally opposing panels that are connected together to define thecushion chamber, the housing interface chamber, or both. For example,the generally opposing panels may include a first panel (e.g., a panelof a knee airbag facing forward in a vehicle) and a separate secondpanel (e.g., a panel of a knee airbag facing rearward in a vehicle) thatis connected to the first panel. FIGS. 3 a-c illustrate an example of apossible configuration for an airbag. A first panel 36 may be connectedadjacent at least a portion of its periphery 38 with a second panel 40,also adjacent at least a portion of its periphery 42.

To accommodate the integral formation of an elbow, it is possible toinclude an intermediate section 44 (e.g., a section of extra airbagmaterial that may be folded upon itself). Tethers are attached betweenpanels, and may generally span the width of the panels. For example, asseen in FIGS. 3 a-c, tethers 32 are shown.

The panels need not necessarily be separate structures. They may bedefined, for example, by folding over a single sheet. Three or moresheets of material may be suitably connected to define the opposingpanels. The individual sheets may be the same or a different material,or have the same or different material characteristics, and/or surfacetreatment. The airbags may have a downstream end 46 and an upstream end48 that are generally straight, generally parallel to each other, orboth. The width of the downstream end may be larger than the width ofthe upstream end (e.g., by a factor greater than about 1, about 1.2,about 1.5, or even greater than about 2). The side edges of the airbagas defined between the upstream end and the downstream end generally maytaper outwardly, inwardly, or both. The side edges may exhibit no taper.At least one of the ends, the side edges, or each may include one ormore curves, straight portion or both. As seen in FIGS. 3 a and 3 c, theside edges taper outwardly at the downstream end 46, and then follow agenerally arcuate path that tapers inwardly at the upstream end.

For facilitating the sequence and direction of expansion desired for theairbags herein, the elbow may be configured so that it has panel 28 witha length (A), and panel 30 with a length (C) that is longer than atleast about 2, 3, 4, 5, 6, 7, or even 8 times the length (A). The panel28 may be tethered to the outer facing panel by a first tether having atether length (B) and a second tether, having a tether length (D) thatis longer than the length (B). The tether of (D) may be substantiallythe same as, greater than, or less than the tether length of (B). Thelengths of (B), (C), and (D) are selected relative to each other so thatit creates a directional path for the gas during inflation which directsthe chamber angles and/or directions upon pressurization. It is alsopossible that the panel 28 may be omitted or reduced to a convergencepoint. Thus, the elbow may be defined by the panel (C) and be bounded bytethers that converge at their ends at the convergence point. Forexample, with reference to FIGS. 1 and 2, an upstream tether 32 may beconfigured and dimensioned so that it limits the downward excursion ofthe airbag. Panel 28 creates a deflection surface for achievingwrap-around, and a downstream tether 32 provides the escape path of agas built up in the elbow into the cushion chamber. Inflation may beaccomplished in the absence of any one-way valve mechanisms thatseparate chambers.

The at least one tether may include any suitable structure that canconnect opposing panels, but allow gas to pass between chambers. Thetethers may be free of any one-way valve mechanism or check valvemechanism. For example, the tethers may include an elongated panel (e.g,a structure that is generally flat) having at least one opening in thepan& through which gas flows when exiting the elbow into the cushionchamber (e.g., leg cushion chamber). Each tether defining the elbowincludes an elongated panel (e.g, a structure that is generally flat)having at least one opening in the panel through which gas flows. It ispossible that the openings in the elbow tether adjoining the cushionchamber (e.g., leg cushion chamber) may have an area that is less thanthe area of the openings of any elbow tether adjoining the housinginterface chamber. The tethers may have a generally rectangular outerperiphery. It is possible that a passage for airflow will be definedbetween the outside of the edges (e.g., the lateral peripheral edges)and the inner walls of the airbag panels.

The ratio of the opening sizes in the respective tethers may be suchthat it causes the elbow to inflate substantially entirely before thecushion chamber inflates. For example, the openings may be such that theflow rate of gas into the elbow, while the elbow inflates, exceeds theflow rate of gas out of the elbow chamber (e.g., by at least about 20%,30%, 50% or higher). During inflation, therefore, gas accumulates in theelbow creating a significantly higher pressure in the elbow than in thecushion chamber, until the elbow is substantially entirely inflated,after which the pressure increases in the cushion chamber. This may beachieved in the absence of use of a one-way valve mechanism or checkvalve mechanism between any of the chambers. The tethers may be locatedproximate each end of the elbow and each is configured with at least oneopening through which gas flows. For example, at least one tether may beproximate each end of the elbow and each is configured with at least oneopening through which gas flows, and the opening for gas flow is largerat the end of the elbow adjoining the housing interface chamber so thatas gas enters the elbow it is temporarily accumulated in the elbow forcausing the elbow to rigidify and effectively deflect further flow ofthe gas into the cushion chamber.

One or more tethers may be used for partitioning a chamber. For example,one or more partitioning tether may be employed to separate the legcushion chamber into two or more sub-chambers. With reference to FIG. 1,for example, one or more partitioning tether 32 may partition a legcushion chamber into an upstream sub-chamber 24 a and a downstreamsub-chamber 24 b. Any tether for connecting panels, for partitioningchambers, or both, may have a structure as described in U.S. Pat. No.7,434,837, (e.g., col. 6, line 65- col. 7, line 60), incorporated byreference. The tether, thus, may be a generally elongated plate shapewith one or more apertures in it. For example, FIG. 4 illustrates atether 32 having a dimension (d) and one or a plurality of apertures 34.One or more of any such apertures may be of a suitable shape and sizefor allowing passage of gas so that sequential chamber formation isachieved (e.g., as gas is emitted from the inflator, sub-chambers expandin a sequence starting from the sub-chamber closest to the inflator, andthen open successively in each adjoining downstream sub-chamber).Moreover, any such apertures may be sized and shaped sufficiently toassure appropriate limitation on outward travel of the airbag isinflating. Examples of aperture shapes include circles, ovals, ellipses,triangles, rectangles, other polygons or any combination thereof.

By way of illustration FIGS. 5 a-c depict one possible example of theinflation direction and sequence of an airbag. FIG. 5 a illustrates theairbag in an initial outward deployment state, in which the direction ofoutward deployment is generally downward in the direction of the arrow1. FIG. 5 b illustrates the airbag in a second and subsequent partialdeployment state, wherein the elbow 26 becomes inflated. Duringinflation, the upstream tether 32 internally limits outward travel ofthe airbag, and as a result of pressure build-up, causes the airbag toopen generally laterally in the direction of the arrow 2. FIG. 5 cillustrates the airbag completely deployed and shows how it has wrappedaround the instrument panel 16. It has followed a path of expansion in athird direction as shown by the arrow 3. A delay occurs between theinitial expansion of the elbow and the subsequent expansion of thecushion chamber 24 as pressure builds in the elbow. However, the delayis sufficiently timed so that the cushion chamber 24 is still able toprovide cushion to an occupant in the event of a sensed impact.

As can be appreciated from the above, one or more various benefits arepossible in accordance with the teachings herein. By way of example, theairbag devices herein may be free of guidance hardware or otherstructural arrangement located external of the airbag for directionallycontrolling inflation. The airbag devices may be free of a door or atleast free of an ornamental door or other cover. The airbag devices maybe free of a housing that opens for deployment of the airbag primarilyin a lateral direction (e.g., from an occupant facing side of aninstrument panel).

Other design variations are possible. By way of example, in its fullydeployed condition, for a driver side system, the airbag herein (e.g.,the downstream end of a leg cushion chamber) may be vertically below asteering column of the vehicle. However, it is possible that such anairbag may be configured to wrap around the steering column when fullydeployed. For example, the downstream end of the airbag may have acutout for the steering column. The airbag devices may be free of aone-way valve mechanism or a check valve mechanism (e.g., there is novalve mechanism employed for controlling air flow between adjoiningchambers).

Though depicted in its preferred application as a knee airbag, theairbags may be used for other applications in a vehicle. Otherapplications may include those in which deployment of the airbagnecessarily must be initially in a first outward (e.g., downward)direction, and then changes direction due to at least one change in gasflow direction (e.g., laterally, upwardly, or both) and due primarily toits internal structure, the airbag wraps around a part. Examples includeairbags that wrap around a seatback, an armrest, a console, a headliner,an instrument panel, or otherwise. The airbag devices herein may beconfigured to inflate from an airbag housing along at least threegenerally axial directions, each differing from each other (e.g., by anamount of at least about 20°, 30°, 45°, 60°, 90°, or even 120°). By wayof illustration, with reference to FIGS. 5 a-c, the angular differencebetween arrow 1 and arrow 2 is greater than about 90°, as is the angulardifference between arrow 2 and arrow 3. It can be seen that, though nota requirement of the teachings, the teachings herein may be employed sothat the overall sum of wrap-around angles herein exceed 180°.

The opening between adjoining chambers may be defined by at least onetether and includes one or more holes in the tether. The opening mayinclude a space defined between an end of the tether and in inside wallof a chamber that runs generally along the periphery of the chamberinterior. The openings may include a hole having a curved edge, a flatedge or both. The opening may be shaped generally as a “D”, and/or an“O”. The airbag may be such that it is rolled, tucked and/or folded forcontainment with an inflator in a housing. The upper and lower ends ofthe chambers when inflated span greater than at least about 50%, 60%,70% or even 80% of the widest span of the chambers (e.g., the span ofthe chambers at about its mid-point). The airbag as a whole mayconstitute a generally single celled structure. The airbag may be freeof an assembly of a plurality of individual joined airbag cells. As seenin the drawings (e.g., FIG. 3A, there may be a suitable structure forattaching the airbag to the inflator.

References to the direction of travel being “generally along a firstaxis and then in at least one second direction generally along a secondaxis” does not necessarily require that the path travel be linear, nordoes it exclude that the path of travel may include an arcuatecomponent. Such travel may be arcuate, so that the overall path oftravel of the airbag is an arc, or includes a portion of an arc. Thetravel may include a substantially linear portion and an arcuateportion. It may include plural arcuate portions, which havesubstantially the same or a different radius of curvature.

Unless otherwise stated, all ranges include both endpoints and allnumbers between the endpoints. The use of “about” or “approximately” inconnection with a range applies to both ends of the range. Thus, “about20 to 30” is intended to cover “about 20 to about 30”, inclusive of atleast the specified endpoints.

The disclosures of all articles and references, including patentapplications and publications, are incorporated by reference for allpurposes. References to “consisting essentially of” to describe acombination shall include the elements, ingredients, components or stepsidentified, and such other elements ingredients, components or stepsthat do not materially affect the basic and novel characteristics of thecombination. The use of the terms “comprising” or “including” todescribe combinations of elements, ingredients, components or stepsherein also contemplates embodiments that consist essentially of theelements, ingredients, components or steps.

Plural elements, ingredients, components or steps can be provided by asingle integrated element, ingredient, component or step. For example,the elbow may be integral with at least one of the housing interfacechamber or the leg cushion chamber. Alternatively, a single integratedelement, ingredient, component or step might be divided into separateplural elements, ingredients, components or steps. The disclosure of “a”or “one” to describe an element, ingredient, component or step is notintended to foreclose additional elements, ingredients, components orsteps. Likewise, any reference to “first” or “second” items is notintended to foreclose additional items (e.g., third, fourth, or moreitems), or to indicate a particular preference or order; such additionalitems are also contemplated, unless otherwise stated.

Though not necessarily drawn to scale, geometries, relative proportionsand dimensions shown in the drawings are also part of the teachingsherein, even if not explicitly recited. However, unless otherwisestated, nothing shall limit the teachings herein to the geometries,relative proportions and dimensions shown in the drawing.

The explanations and illustrations presented herein are intended toacquaint others skilled in the art with the invention, its principles,and its practical application. Those skilled in the art may adapt andapply the invention in its numerous forms, as may be best suited to therequirements of a particular use. Accordingly, the specific embodimentsof the present invention as set forth are not intended as beingexhaustive or limiting of the invention. The scope of the inventionshould, therefore, be determined not with reference to the abovedescription, but should instead be determined with reference to theappended claims, along with the full scope of equivalents to which suchclaims are entitled. Other combinations are also possible as will begleaned from the following claims, which are also hereby incorporated byreference into this written description.

1. An airbag device for a vehicle comprising: at least one airbaghousing interface chamber that attaches to an airbag housing; at leastone airbag cushion chamber downstream of the at least one housinginterface chamber; at least one elbow that fluidly connects the at leastone housing interface chamber with the at least one airbag cushionchamber and is configured so that the at least one elbow controllablyregulates gas flow into the at least one airbag cushion chamber via atleast one opening that permits back and forth gas flow between the elbowand the at least one airbag cushion chamber; the at least one elbowhaving an internal configuration, which controls directional deploymentof the at least one airbag cushion chamber so that upon deployment adownstream end of the at least one airbag cushion chamber exits anairbag housing outwardly in a first direction and then in at least onesecond direction, so that the direction of deployment of the cushionchamber changes between the first direction and the second direction tothereby wraps at least partially around a component of the vehicle andat least temporarily interposes the cushion chamber between an occupantand the component; and wherein the elbow has an inner facing panel witha length A, and an outer facing panel with a length C that is longerthan at least about 1.5 times the length A, the inner facing panel beingtethered to the outer facing panel by a first tether located proximateto the interface chamber, the first tether having a tether length B anda second tether, having a tether length D that is longer than the lengthB.
 2. The device of claim 1, wherein the at least one airbag cushionchamber includes an airbag leg cushion chamber, the component is aninstrument panel, and the change in direction between the firstdirection and the second direction includes an upwardly direction. 3.The airbag device of claim 2, wherein the device includes at least twogenerally opposing panels that are connected together to define the atleast one airbag leg cushion chamber, the housing interface chamber orboth, and the generally opposing panels include a forward panel and aseparate rear panel that is connected to the forward panel.
 4. Theairbag device of claim 3, wherein et least two generally opposing panelsare connected together with at least one generally flat panel tetherhaving an opening therein to define the elbow, the tether alsoseparating the at least one leg cushion chamber from the elbow.
 5. Theairbag device of claim 4, wherein at least one tether is proximate eachend of the elbow and each is configured with at least one openingthrough which gas flows.
 6. The airbag device of claim 1, wherein duringdeployment the elbow exhibits a generally concave relatively rigidinternal deflection surface that re-directs gas flow in the at least onesecond direction.
 7. The airbag device of claim 1, wherein the length Cis longer then at least about 2 times the length A.
 8. The airbag deviceof claim 7, wherein the airbag device is free of any valve mechanism. 9.The airbag device of claim 1, wherein at least one tether includes anelongated panel having at least one opening in the panel through whichgas flows when exiting the elbow into the leg cushion chamber or cushionchamber.
 10. The airbag device of claim 9, wherein each tether definingthe elbow includes an elongated panel having at least one opening in thepanel through which gas is free to flow into or out of adjoiningchambers.
 11. The airbag device of claim 10, wherein at least one tetheris proximate each end of the elbow and each is configured with at leastone opening through which gas flows, and the opening for gas flow islarger at the end of the elbow adjoining the housing interface chamberso that as gas enters the elbow, the gas is temporarily accumulated inthe elbow for causing the elbow to rigidify and effectively deflectfurther flow of the gas into the leg cushion chamber or cushion chamber.12. The airbag device of claim 11, wherein the elbow is integral with atleast one of the housing interface chamber or the at least one airbagleg cushion chamber.
 13. The airbag device of claim 12, wherein thedevice is part of an airbag module that includes an inflator, and ahousing with an opening through which the at least one airbag legcushion chamber of the airbag exits after it is deployed.
 14. The airbagdevice of claim 12, wherein the device is part of an airbag module thatincludes a housing with a generally downwardly facing opening throughwhich the at least one airbag leg cushion chamber of the airbaginitially exits the housing after it is deployed.
 15. The airbag deviceof claim 14, wherein the elbow chamber is defined by a structure thatincludes a first upstream generally elongated and flat tether panelhaving a first end and a second end, a second downstream generallyelongated and fiat tether panel having a first end and a second end, anelbow panel being connected to the upstream tether panel at the secondend of the upstream tether panel and at an upstream elbow panel end, andbeing connected to the downstream tether panel at the second end of thedownstream tether panel and at the downstream elbow panel end; andwherein the first ends of each of the downstream tether panel and theupstream tether panel are joined to each other.
 16. the airbag device ofclaim 14, wherein the airbag is configured to inflate from the airbaghousing along at least three generally axial directions so that anoverall sum of wraparound angles exceeds 180 degrees.
 17. The airbagdevice of claim 1, wherein the inner facing panel is a convergencepoint.
 18. The airbag device of claim 1, wherein the airbag device isfree of guidance hardware and a door.
 19. The airbag device of claim 1,wherein the elbow includes an intermediate section that can be foldedupon itself.
 20. An airbag device for a vehicle comprising: at least oneairbag housing interface chamber that attaches to an airbag housing; atleast one airbag leg cushion chamber downstream of the at least oneinterface chamber; at least one elbow that fluidly connects the housinginterface chamber with the at least one airbag leg cushion chamber andis configured so that it controllably regulates gas flow into the atleast one airbag leg cushion chamber via at least one opening thatpermits back and forth gas flow between the elbow and the at least oneairbag leg cushion chamber; the elbow having an internal configuration,which controls directional deployment of the at least one airbag legcushion chamber so that upon deployment a downstream end of the at leastone leg cushion chamber exits an airbag housing outwardly in a firstdownward direction and then in at least one second direction, so thatthe direction of deployment of the at least one airbag leg cushionchamber changes in an upwardly direction to thereby wraps at leastpartially around an instrument panel of the vehicle and at leasttemporarily interposes the at least one airbag leg cushion chamberbetween a leg of any occupant and the instrument panel; wherein duringdeployment the elbow exhibits a generally concave relatively rigidinternal deflection surface that re-directs gas flow in the at least onesecond direction; wherein at least two generally opposing panels areconnected together with at least one generally flat panel tether havingan opening therein to integrally define the elbow, the tether alsoseparating the at least one leg cushion chamber from the elbow; whereinthe elbow has an inner facing panel with a length A, and an outer facingpanel with a length C that is no longer than at least about 1.5 timesthe length A, the inner facing panel being tethered to the outer facingpanel by a first tether located proximate to the interface chamber, thefirst tether having a tether length B and a second tether, locatedproximate the at least one airbag leg cushion chamber, the second tetherhaving a tether length D that is no longer than the length B; whereinthe inner facing panel is a convergence point; wherein the airbag deviceis free of guidance hardware; and wherein the airbag device is free of adoor.